Gas-engine



(No Model.) N' ROGERS ,1 A WHARRY.

GAS ENGINE.

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` UNITED STATES PATENT OFFICE.

NEWTON ROGERS ANn JAMES A. WHARRY, or TERRE HAUTE, INbIANA.

GAS-ENGINE. i

BPEGU'IGTION ormg part of Letters Patent No. 408,379, dated Hay 14,18.89.

Application lllod August 22, 1888- Sorlal No. 283,451. (No model.)

To all whom it 11m-y concern.-

Beit known thatwe, NEWTON ROGERS. and JAMES A.- WHARRY, of Terre Haute,in the county of Vigo and State of Indiana, have invented certain newand useful Improvements in Gas-Engines; and we do hereby declare thatthe following is a full, clear, and exact description of the invention,which will enable others skilled in the art to which it appertains tomake and use the same, reference being had to the accompanying drawings,and to the letters of reference marked thereon, which form part of thisspecification.

Our invention relates to an improvement in' 15 gas-engines, and has forits object to produce a two-cylinder engine, the connecting-rods ofwhich operate one crank-pin, the valves of the two cylinders beingoperated from a single way-shaft, and the speed of the engine being.

controlled by mechanism which will exert its influence upon eachcylinder in a manner so as to throw one of them out of operation inadvance ofthe other on vattaining a speed above the normal. Theexplosive mixture` used in the cylinders may be any fuel-gas and air;butl preferably use a carburetor and manufacture the carbureted air onthe spot. The ignition is eected by means of an electric spark producedby a dynamo operated by the engine. By means of the mechanismhereinafter described the engine may be operated with a single cylinder,if desired. l accomplish these objects by means of the mechanismillustrated in the accompanying drawings, in which- Figure l is anelevation showing one part in vertical section. Fig. 2 is a plan. Fig. 3is an end elevation. Fig. 4 is a sectional detail of the way-shaft andgovernor connections. Fig. 5 is a sectional detail showing the manner ofconnecting the main and Way Similar letters of reference indicate likeparts in all theviews.y A represents the frame of the engine, and B thetwo cylinders bolted thereon. Each cylinderis provided with acombustion-chamber, C, which is not entered by thepiston.

D is thepiston, and Erepresents connect- 5o `ing-rods from the twopistons to the single crank-pin F. The crank-pin l." is keyed orotherwise secured in the disk-crank G on the main shaft l'l. Eachcylinder is provided with v a head, I, suitably cored for the'circulation of water which enters at J and passes 'out of the jacket Kat L. The cylinder is provided with cooling-ribs M, which radiate thesurplus heat to the water and afford a large area of cooll ing-surface.Each cylinder is provided with pipe-connections and a main valve, N,thereon for the admission of the gaseous mixture. The Valve N is fedwith carbureted air or with gas through' a check-valve, O, and stop-Avalve, P by a pipe, Q, leading from the carburetor R, and with, air bymeans of a Astopvalve, S. The two stop-valves serve to regulate thestrengthv of the mixture, and the check-valvel to prevent the return ofany gas or dame to the carburetor which may leak past the mainvalveduring compression and 7o ignition. The main valves are operated in amanner to be hereinafter described, and the mixture passes from thenceby port T to the cylinder during the suction-stroke andy is compressedin the combustion-space C during the return-stroke of the piston. Y[Each cylinder is provided with an exhaustvalve, U, operated 'asdescribed hereinafter, andthe exhaust from each cylinder passes intocasing a, surrounding the air-inlet pipe b of the carburetor, by meansof pipes c, and heats the air to be carbureted, and finally leavesthe'casing by pipe d. A

As the carburetor is made the subject-matter of a separateapplication'led August 22, Serial No. 283,449, it will not be 'describedhere in detail. The main shaft is supported in bearings H H2, ixed tothe main frame A, and is provided with a worm, A', keyed thereon. Thisworm gears with a worm-wheel, A2, secured to' a way-shaft, A3, bymeansof pins' or bolts g, as shown more fully in Fig. 7. This way-shaftextends the full length of thev engine and is mounted in revolvingbearingsB, which revolve in bearings B2, fixed in brackets B3, securedto the cylinder.

The connection between the way-shaft and the bearings B is formed bypins or bolts h. v This way-shaft is therefore revolved by the mainshaft without longitudinal play or movement. 0n the main engine-shaft ismounteda centrifugal governor, C', which slides a collar, C2, back andforth upon theshaft as the balls of the governor ily out orareretracted.-

As the collar C moves, it communicates its motion to a double-forkedbell-crank, C', to a roller, D', which is rigidly secured to a' sleeve,D', which slides upon the way-shaft A. Slots g and h' permit thismovement by the boltsv g and h, respectively. To the revolving beartothe compression of these springs, and the.

springs E2 cause the sleeve D2 to return to its normal position as thespeed becomes normal.

Upon the way-shaft A2 are rigidly secured twon exhaust-cams, G', facingin opposite di'- rections to suit the operation of the two cy1' inders,respectively. On .the sleeve D2 are secured the two inlet-valve cams G',which are provided with a series of` steps, 1 2 3, as shown, if desired,or only a single cam-surface can be used on each cam, according as theengine is to be controlled by gradually reducing the inlet-openingbefore finally keeping it closed altogether as the speed increases or asthe cut-oil` is to be secured at once on an increase of speed beyond thenormal. The exhaustfcam operates the levers G3 to open theexhaust-valves alternately. A

The inlet-cams operate the inlet-valves N through the medium'of leversl. These levers are provided with friction-rollers to roll upon thesurface of the cams. The inlet and exhaust valves .are 4provided withsprings, which keep the valve closed unless opened by the levers, asshown. The caps D3 are provided with cams pointing in oppositedirections, for operating the ignitor-rod l, which 'is provided with 'aretracting-spring, 13,' and adjusting-screw J. The rods I2 operate rockshafts K', connected with the curved electrode K2, which makes andbreaks contact with a fixed electrode, K. The engine-shaft is providedwith a pulley, L', fixed to the shaft for transferring the power todriven machinery, with the pulley L. running loosely upon the shaft, butturned thereby through connection with va spring- 5o held pawl, as morespecifically described in our application filedAugust`22, 1888, SerialNo. 283,448, for operating the dynamo M', and a y-wheel, M2, keyed tothe shaft, to provide the necessary means for storing momentum 55- andconducting the even movement of the engine.

'The dynamo Mis provided with'a widebelt-pulley, M, and belt N2,connectingit with belt-pulley L. An idle-wheel, N3, can 'be 6o throwninto and out of gear with the fly-wheelA and the dynamo-pulley, asdeseribedin our said application, Serial No. 283,448.

The warm-air-inlet'pipe to the carburetor is provided with a valveO,by'means of which cold air may be admitted tothe -warm air to regulate thetemperature of the carburetoz` andsthe gases evolved therein, as vmorefully set forth in our ss'lp lication foi-car: buretor tiled August 22,888. Serial No.Y 283,449.

The operation of ,engine is as follows: Ther engine being turned byhand, on'the outstrokel of each piston in succession a charge ofcarbureted air, of regulated strength and temperature, and a charge ofatmospheric air are drawn by s'uction through valves P, Q, S, and N intothe cylinders. On the returnstroke of each piston the charges'arecompressed into the combustion-chambers and then red by the electricspark produced by the igniting apparatus, as explained Vin ourapplication led August 22, 1888, Serial No. 283,452. Thus while oneengine is drawing itseharge the other is compressing its charge', andthen lires it while the first engine ccmpresses. The secondl engine then.exhausts while the rst is making its power-stick .v

then to exhaust in its turn. The exh L products serve to heat thecarburetor,

already described, before reaching the atmosphere. 4'lhe regulation ofthe speed is eected as described in our application, Serial No. 283,450.that is, each cam is moved to the left as the speed inc, andtheinlet-valve lever drops from one cam-step to the other, thus decreasingthe lift of the inlet-valve; or if only one cam-surface is used insteadof the steps the gas-inlet valve will atrpnce fail to open. The two camsoccupy such a relative position with respect to theinletl-valves' thatthe right-hand engine drops off the camsooner than the left-hand engine,thus-throwing itv `idle when excessive speed takes place, and at a stillhigher speed both engines run idle. Although we have here described acompression engine as the most desirable one for utilizing explosivegases, it is Aevident that by having theworm and worm-Wheel of the samesize,

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insteadof the wheel being twice the sizeof the worm, we would havel asimple non-compression engine. The engine co'uld also be changed to adierent cycle by changing. the' relative diametersof worm and .wheeltosuit.

v,It will be seen that for light running one of the engines may bedisconnected "jaltogether, and the additional bearing-piecejslipped inunder the crank-pin rings', thus avoiding 'the friction which wouldensue on account of run- II-O ning the second engine idle constantly,and l,

also avoiding the danger of miss fires owingv to running two engineswith verylight charges,

which charges, on accountof their smallness, might be injuriously mixedwith too large a quantity of the waste not cleared by the exhaust.

We do not inthis application claim the.-

ignitor, thegovei'ning apparatus, the carbuf retor, or thedynamo-operating mechanism separately, as we have already claimed themin separate applications, as mentioned above; but- What we do claim asnew, and desire to secure by Letters Patent, is.

1. The combination, with a gas-engine, a

main shaft thereof, a worm thereon, a wheel gearing with said worm'rigidly secured to a way-shaft, an exhaust-cam on said way-shaft, and asleeve adapted to move longitudinally on and revolve with the way-shaft,of an inletvalve cam on said sleeve and revolving bearings in which theends of the way-shaft are secured and in which the sleeves movelongitudinally, and means for shifting the sleeve longitudinally in thebearings and on the wayshaft upon a change of speed of said engine,substantially as described.

2. In a gas-engine, the combination of a way-shaft operated from themain shaft, revolving bearings in which the ends of the way-shaft aresecured, a sliding sleeve on said way-shaft and in said revolvingbearings, an exhaust-valve cam on the way-shaft, inletcam on the sleeve,a cap secured to the end of the revolving bearings, and an ignitor-camon said cap, substantially as described.

3. In a duplex gas-engine, the combination, with a main shaft,away-shaftoperated thereby, revolving bearings in which the ends of the way-shaftare secured, a sleeve sliding on said way-shaft and in said revolvingbearings, exhaust-cams on the way-shaft, inletcams on the sleeve, capssecured to said bearings containing springs bearing on the ends of thesleeve, ignitor-canis on said caps, and connections with a governor forsliding said sleeve independently of the way-shaft,whe1e by thepositions of the inlet-cams may be altered without altering thepositions of the exhaust-cams, substantially as described.

4. In combination with the way-shaft of a gas-engine operated byworm-gear connection with the main shaft thereof, a governor on themain' shaft and connections therefrom to a sliding sleeve on theway-shaft, revolving bearings carried by brackets secured to the ends ofthe way-shaft in which said sleeve slides, connect-ions between theway-shaft and the sleeve for causing them to revolve together, springslfor keeping the sleeve in a normal position longitudinally on'thewayshaft and to resist the action o f the governor, means for adjustingthe compression of said springs, inlet-cams en the sleeve, ignitor-camsattached to the revolving bearings, and exhaust-cams on the way-shaft,substantially as described.

5. In combination with the two gas-engines, connections therewith andwith a single crank-pinand crank-shaft, a way-shaft operated by thisshaft, two exhaust camson the way-shaft, a sleeve on the way-shaft, twoinlet-cams on this sleeve, the distance between them being less than thedistance between the respective inlet-valve levers operated by saidcams, means for shifting the sleeve lengthwise as the speed of theengine' varies, whereby the inlet-valve of one engine is rendredinoperative in advance of the other, and revolving bearings and capssecured to the way-shaft in which the sleeve slides having ignitor-camsthereon and operating a reciprocating electric ignitor, substantially asset forth.

6. A gas-engine cylinder provided. with heatradiating surfacessurrounded by a Waterjacket, whereby the cooling contact with theair-circulating water is increased, substantially as described.

.7. ln combination with the two cylinders of a duplex gas-engine,inlet-valves therefor, connections between said valves and a carburetor,exhaust-valves connected with the cylinders and connections therewithand with a jacket surrounding the air suction-pipe of the carburetor, acommon outlet from said jacket, and a cold-air valve in said suctionpipefor varying the temperature of the heated air of the carburetor andcontrolling' the temperature of the charge admitted to the cylinders,and air-valves connected with the engine-inlet, substantially asdescribed.

8. The combination, with the main shaft H of a gas-en gine, of a worm,A', thereon, a wormwheel, A2, gearing therewith, secured by pins g to aWay-shaft, AS, a sleeve, D2, sliding on the shaft A3, and slots g', topermit this sliding by the pins. g, said pins causing the shaft A3 andsleeve D2 to revolve together, said sleeve and way-shaft serving tocarry the inlet and ignitor cams and the exhaust-cams, respectively,substantially as described.

9. In combination with a duplex gas-engine, a Way shaft and governoroperated thereby, a sliding sleeve en the way-shaft operated by saidgovernor, inlet-cams 'on the sleeve, exhaust-cams on the way-shaft, re.volving bearings for keeping the way-shaftin a fixed longitudinalposition, ignitor-cams attached to said bearings, adjustable electricigniting devices operated by said cams, anda carburetor heated by theWaste heat of the engine for supplying the gas to the inletvalves, andconnections from the exhaustvalves of the cylinders to a heater for theair-inlet of the carburetor, substantially as described. y

In testimony that we claim the foregoing as our own we aix o'ursignatures in presence of two witnesses.

NEWTGN ROGERS. u JAMES A. WHARRY. Witnesses:

MARTIN I-IOLLINGER, W. C. ENeLE.

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